Electric block-signaling system.



APPLIGATIONTILED SEPT. 20, 1907.

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. W5 1 i so 725mm Arr 507? W M .Jazimma gg J. w. DAVIS.

ELECTRIC B PATENTED SEPT. 1, 190a.

LOCK SIGNALINGISYSTEM.

- IIPLIOATIOI IILBDIBPT. $0, 1901.

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ROI-897,355. V 'PATENTED SEPT. 1, 1908.

I J.'W'. DAVIS. ELECTRIC BLOCK SIGNALING SYSTEM.

APPLICATION FILED SEPT. 20', 1907.

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Maw Q I JZZM 7/? Jar/@ 1 om 0 9 1 1 1 P E S D B T N E n A P QM I V A D W J 5. 3 7 9 oo ELECTRIC BLOCK SIGNALING SYSTEM.

APPLICATION FILED SEPT. 20, 1907.

7 SHEETS-SHEET 4.

R No. 897,355. PATENTED SEPT. 1, 1908.

J. W. DAVIS. ELECTRIC BLOCK SIGNALING SYSTEM.

' APPLICATION mum snrTyzo, 1901.

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No. 897,355. P-ATBNTED SEPT. 1, 1908.

.I, w. DAVIS. ELECTRIC BLOCK SIGNALING SYSTEM.

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8 0 9 1 L 1 P E D E T m T A P ELECTRIC BLOCK SIGNALING SYSTEM.

APPLIGA'HON FILED SEPT. 10,1907.

7 SHEETS-SHEET I;

UNITED STATES PATENT orrion.

.Joimilw. blavisfior msimmrs, CALIFORNIA, Assioivoa. 'ro."mLLs-Pmnnic'rou .,Y..,. cA ;s 1cN. QQMPANY, or Los ANGELES,- CALIFORNIA, A CORPORATION OF CALI- l.

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To all whom it may concern: 1

Be it known 1, JOHN W. DAVIS, a citizedof the Umtai States, residing at Los Angeles inthe county of Los Angeles and railways andwhether the latter involves one or two tracks. The system is simple in its nature andthe various parts are effective and quickinf-their action. I

* drawings accompanying and formingPa-rt of fthis specification I illustrate in d'eta l'certain forms of embodiment of the invention which, to enable those skilled in the art to practice the same, will .be set'forth =-au1 mgth "in the following descri the novelty of the invention will included in the claims succeeding said description.

Referrin' to said'drawings: Figure l-is' a dia 'am 0 thesstem used in connection --wit i a single'trac Fi 2 is a like view of the san'iewhen einplo'ye in connection with a double tra-::k.'- -Fig. 3 is a similar view showin tliejsing'le track wiring and connections w th a station. Fig. 4 is a front elevation and'Fig.j5"a side elevation of the 'vehic-leor' engine relay. F' s. 6 and 7 are top and b'ottoni plan views 0 elevation of aportion rail, and contact rail.

thetrack rail'and contact rail. Fig. 10 is a detail view inend elevation and cross section of a portion of 1 alocomotive track. contact rail," and brush. "*Fi s. 11 and 12 are sec 0 tionaldetails of trac relay devices viewed from right-angles to each other. Figs. 13 and 14, are; respectively, sectional bottom plan and top plan views of said track relay devices. Like charactersrefer to like parts throughout the several figures-H the same. Fig. 8 is a side of the en ine, track Iwvill first describe in detail the system' shovm in Fig. '1; certain of the parts represented in said figure are shown also in Figs. 4 t0 7 and 11 to 14, inclusive. In said Fig. 1 I have shown tworails 2 and 3 over" which vehicles as 4 and 5 are ada ted to; travel. The rails? and 3 are utilizcr as conducting means, the rail 3 being divided into sections or blocks by meansof suitable insulation as 6 V Specification of Letters Patent. Application filed September 20, 1901. lei-ill No. seam.

tion, while c a ly Fig'; 9 is a ike view of Patented ss t. 1 190a.

I situated between the ends of the sectionl I The blockswor sections may be of any desir able 'len 'th. The vehicles 4 and 5 may be of any character; for instance, a locomotive M or an electric car. When the system is used in connection with a'steam'ra way it is'my preference to' mount certain of the signals in the cab of the locomotive or en i-ne," and these signals ma beof any suita le charactor; for 'exa'mp' e, a red signal can be used seto indicate danger, .while a greenisignal can be utilized to showj'safety, and 1' refer also when the red signal shows to simu taneously ut into action an audible signal such as a ell. The red and green signals may consist 7o of incandescent lamps. V At intervals along the rails, eitherfbetween 'or outside the same as. reference may dic-' tate or particular conditions require, '1 place sets of'contact rails as and 8, the contact rails 7 being in roximity'to the rail 2, while the contact rai s Sare adjacent to the rail 3. The contact-rails 7; therefore, are operative with a vehicle as 4 when the same is traveling toward the right in Fig 1, while sothe contact rails 8 are operative with the vehicle 5 when the same; is traveling toward the' left in said figure. These contact 7 and 8 mafiebe of any desirable length, they ordiharilv V thirty feet. and the are 5 separated suite is distances apart;- .Their working: portions are preferablyplaced, above the surface of the track rails, as

shown i Fi Sand 9, and their terminals are down-turned, bent, or'curved so as to facilitate the entrance there onto and departure therefrom 'of contact memhere as 9 and '10 on the. forward trucks of the'c'ab 4. These contact membersmay be wheels suitably insulated from the frame- 5- work of the locomotive or-th'ey Inav; consist of brushes as 9 and 10, as illdlcflfifiaglil' Figs.

8 and 10. s .c

, I will now describe in detail the connections on one of the locomotives, such as the lodomotive'rl, and this will a ply to the other as these connections are 0 do licate character. From the'contact whee 9 a wire 11 leads and from said wire 11 to the locomotive battery 12 there is extended a wire 13.

Said wire 13 is connected with one pole of said battery 12, while from the other 10 thereof the wire 14 is extended and lead; to the coils of the main electro-magnet or en gine relay 15. From the saiden'gine'relay or electro-magnet a wire 16 is extended an d 1s connected electrically with the locomot1ve,-for exam le, with the front axle of. the fronttruck t ereof. The armature for the main magnet or relay 15, is denoted by and it is electrically connected with'the wire 14. The magnet or relay 15 is suitably mounted in the cab of theloco-motive or engine and'its frame pivotally supports said armature 17'. When the armature 17 we amst the contact '18 the red lamp will be ighted,- andthe same result .follows' when the'armature is against the contact 19, all as w 1ll hereinaf ter appear. There is connected. with the armature 17, see for example Figs. 4 and 5, an arm 20 provided at its free end w th an armature 21,for. thelocki g m n tza The armaturev sweeps across the v ole of the locking ,magnet, 22. The latter s normall energized, being in a loealcircuit, as will ereinafter appear, so

as to normally, maintain the'armature .17

. in one of its several. relations. When the 'deenei'g'i d 'o-that at thistime the armature 17 reed to. efi'ectth'e setting of a "signal. The s free end of. the armature is. adapted tot-engage; the free end of the s ringarm 23 tta:c' ed 1 to the framing. 0 said two contact wheels 9 andt10 are on acon itact ra1l '7 the locking magnet 22v is short -,-;"bll'ciliiqeehjfthe result, beingthat the-same is n et 15, as indicated in: said F1gs.'4 and e resiliency of said-sprin contact arm 23 being suflicient to normally maintain it against the contact point 24. en a track 'circuitjhereinafter described is closed there will not be power-enough 'in the circuit, owing to the fa ct. .that resistance is interposed therein, to energize the magnet 15 sufficiently to cause'its armature 17 to.

overcome the effect: of the spring'contact .ann;2 3, the result being that during this condi'.tion the contact arm 23 willremain "against the contact 24. Should, however,-

the track circuit be broken, .the magnet 15 willbe 'deenergized so 'that the armature 17 can drop against the contact 18 to cause the flashing of the red lamp-through connections hereinafter described; 0n the other hand, should the said track circuit be shorted, resistance will be cut out, and

such a condition will prevail that an excessive amountof current can be supplied to the magnet 15 toenergize the same sufficiently to overcome the tension of the spring arm 23 and to permit the armature 17 to engage the contact 19, at which time the red lamp will-be flashed. From the con; tact 19 the wire-25 leads to one termmal of the red lamp 26 a 'wire- 27 leading from the other terminal of said red lamp to one terminal of the green lamp '28 om the other terminal of said green lamp to the contact 24 there is extended a wire 29. The wire 11 previously described, is connected with the water-and is intersected by the wire 30 which leadsto one terminal of the bell-"31, while the wire 32 leads from the other terminal of said bell to the wire 25, saidavire 32 being intersected by the wire,33 which extends to the contact18,

'From' the wire 11 to. one terminal of the magnet-22 the wire 34 extends, thewire 35 extending from the other terminal of said magnet 22 to the contact wheel 10. From "the wire 35;t o the Wire 11 a wire36 extends, said wire 36 bein intersected by the bat: tery 37. It will be understood that I use certain of theterms herein'in their generic senses, and whereII use such a designation as battery I intend to cover other forms ,of generators.

By virtue of the connections described Willbe evident that the locking magnet 22 is I normally energized so as to hold the signal in a desired relation. The'circuit for the locking magnet involves a battery 37, wire 36, part of wire 11, and wire 34. \V hen both.

contact wheels 9 and 10 are upon a contact rail 7 the locking magnet 22 is'short cir'cuited so as topermit th e proper action of the armature 17 for the setting of a signal.- \Vhen b'otlr wheels and 10 are on such ara'i l,7 the cur rent from the battery 37 traverses the wire 36, wire 11, wheel 9, contact rail 7 wheel 10, wire 35, wire 36', the locking relay 22. I I I Thearmature. 17 in Fig 1' is in contact with the spring arm 23 and-the latter in turn is against the contact 24.v In such ,a relation as this a green light will be displayed as to battery 37 for cutting out followsz From the battery; 12 current will flow to the wire 1'4,'armature"17,, arm 23,

' contact 24, wire 29, to lam 28, wire 27 wire 11, wire 13 to battery. his is the'normal relation of the arts. Should a train be with-Y in a prescribe distance of the locomotlve 4 the track circuit, as will hereinafter appear,

will be broken, therebydeenergizing the magnet 15 and permitting its. armature 17 to drop againstthe contact oint 18. In such a condition as this there lamp 26 will be flashed, current passing from the battery 12,to the wire 14, armature 17,"contact 18, wire33,":

wire 32, lamp 26, wire27, wire 11, wire 13 to battery 12. By virtue of the connection of the bell 31 with the'wires 11 and 33 the bell will be sounded when the armature 1.7 is. on

the contact 18. The red lamp and bell will be also rendered effective whenthej armature 17 is on the contact 19, and, in this case the current will flow from" the battery 12 to the wire 14, armature 17, contact 19, wire 25, lamp 26, wire 27, wire "11, and wire 13 to battery. The last named condition may be due .to various causes, for example, by the elec trical bridging of aco'ntact rail 7 and adjacent rail'2, such as by a piece of metal wh ch may be a coupling pin orsomethmg of-l ke character.

' drawings.

comotiro by the character 7.

oflocal circuits along the track.

l will now describe in. detail the connections utilized for indicating to an enginern in one engine when another engine is in the same block that the first engine occupies, and tl'lcsc connections are re mated t-h roughou t the 2' tern.

For illustration will denote the conductor rail on the lower side of Fig. 1 nearest the lo From this conduct-or rail 7 a conductor 46 extends and leads to the (rook-act point 4.1 cooperative with which is the t'vity armature -12 of the. track. relay -13. Fromthis armature 42 the wire 14 extends and to the contact point coi'iporativo with which is the armature 46 of the track relay or magnet -.!-7. From the or mature to the rail 2 a wire :18 extends, and said wire is intcn'sccted by the 2 irstz'tuco 49. I have just described a local truck circuit. The battery connect-ed with. the two rails 2 and 3 serves to energize the relay 43, while the battery 51 performs a like function with res met to the relay 47. The wires 44 are gen-- erally laid in pairs along one side of the track and they may be strung on poles. I prefer alsoto mount two of the relays as -13 and 43* u on a common sup .iort, as shown clearly in Figs. 11 to 1-1, inclusive- In like manner the relays 47 and 47 may be mounted upon a common support.

It will be assumed that neither of the locomotives or engines 4 and 5 is shown in the In such a case. as this the armatore-'12 will be against the contact point 41 andthe armature 46 will be againstthe contact point 4.5. Normally, therefore, the several track relays are energized so to attracttheir armatures to makea succession assumed that the conditions shown in Ki". 1 GXlSt. In such anevent a red signal will be flashed in the cab of thelocomotive 4 when the brushes or contact wheels 9 and 10 travel on the contact rail 7. The two green sig- 'jnals shown in Fig. 1 are both set and the locomotii e has approached sufliciently near signal thus set in the manner full previously toithe battery 51 as to denergize the relay .47 so as tobreak the circuit between the tip ofthe armature 46 and the contact point 45.

'When the wheels 9 and 10 enter upon the contact rail 7 the magnet 22 will be instantly described.- When, therefore, 'i e wheels 9 'niidt) are on the contact rail 7" and when iftlie "ii'mat-ure 46 has fallen away from the mintaet point 45 a .red si' e] in the cab 4 will be' 'sliown'. owing to the fact, as. will hereinafter be .obvious, that the engine relay or 'magnet 15 is out out therebypermittmg the arm ature 17 to .drop against th'leontact 18 causing the red signal to flash m the man- It will be nor n'e\'iously described. ()t' course, ii the engine 5 not within the range of the lm tl'cr)" 5]. the current l'roni the latter will encrrizle the magnet or relay -17 tor the 'ptlllmntf ol' hashing :1 green lamp to iIHllCtl-l'tfsafety, and Ill. this case the current will llow from the lmttery 12, wire 12-3, wire 11, contact wheels ll and 16, contact rail 7*, wire 40, eontnct -11, :irinnitura. -12, wire =11, conl'nt-tdfi, armature 46, wire in, rail 2, Frame ol" eneghur 1, who is, nnigrnct or rcln); '15, and wi'rc H to lmtlcrr. lhe current tmrcrscs the resistance in w.- thnt its strength is so reduced that the muc not 15 when eilicigizml has not sul'llcicnt power to ovcrconw. the resistance ol the spring arm 23, the result being that the letter remains on the contauxt 2-: and tho green signal shows. It wili be-"iuiderstootl that exactly similar conditions occur on the engine 5.

A contact rail such as 7 and the adjacent rail are son-retinitis clectricz-tlly bridged, and, in such a case as this, the engineer will have notice of the diiliculty, and I provide :1- means whereby, when sucl'i a contingency as this arises, the danger signal will be set. Should this accidentoccur the current will. pass from the battery. 12 to wire 14. magnet 15, wire 16, frame of locomotive, rail 2', contact rail 7, contact wheels 10 and 9, wire 11, wire 13, to battery 12. There is no resistance in this circuit so tl'iat the full strength of the current from the battery 1. 2 can be given to the magnet 15, the result beingthat the armature 17 is drawn firmly against the poles of said magnet and againstthe contact point 19, the resistance offered by the spring to the movement of said armature being overcome by the maximum strength of the current I have described hereinboforo the flow of the current through a circuit involving the arnmture 17 and contact 19, for which. reason the same need not be here i't-ipeated.

Referring now particularly to Fig. 2 l have shown the system as adapted to double tracks, the rails of the respective tracks being denoted by .2 and 3 respectively. These rails are divided into sect-ions at suitable intervals by insulatin joints such as previously set forth. to two l1)coniot-ives are designatt-r-d by 4 and 5 and their crn'mcwctions are exactly as has been hereinbeiorc described in detail in connection with Fig. .l,

for which reason it ibflllfltlllQSS to describe 120 said Fi 2 it will beseen that the engine 5*;is in the. b ock 60. This short circuits therelay 63", cutting off the current by the batter-35.64, and allowing the neutralized armature 65 5 and the polarized armature 66 todrop, thus reversing current from battery-'64 in block 61. By reversing the current in block 61 the polarized armature 66 is ermittcd to drop.

The neutral armature 65 however, is retained in its up er position. It will be seen that all neutr'a arniatures of track relays have double contact points which are con nected to the respective track batteries. These contact points work between upper and lower contact points, the upper ones in each case being denoted by 67 and the lower ones by 68, by virtue of which I can reverse the current in the blocks. With each neutral armature is also connected a contact 69 adapted to engage the cooperating polarized armature 66. desire to explain at this point that, although there are several relays 6S, armatures 65, and armatures 66, I have given for convenience of description some of ing thearmature 66 is broken by' the dropping of said armature in the manner described, the break being between the armature'66 and the contact point 69. When, therefore, the contact wheels or'brushes of the locomotive 4 travel on to the contact rail 7 near which they are shown the magnet 15 will be denergized as previously fully described. permitting its armature to drop to display the red signal and ring the bell, a l as also fully described. Should the engine 5 be not in the block 60 the armature 66 will be against the point 69 thereby making a local circuit involving the contact rail 7 so that, when the wheels or brushes Q-and 10 of the locomotive L are on said contact rail 7 the green lamp circuit will be completed in the cngi1'1e,the current from the battery 12- traversing the. resistance coil 70. Should the -contact rail 7" and adjacent rail 2 be bridged electrically.- as hereinbefore set forth, the full strength of the battery current 12 can be supplied to the magnet 15 so as to attract its armature 17 against the point '19 to display the danger or red signal and also to ring the bell. I

' It will be understood that the several contact rails '17. Have cl'ei-trical connection with the contact pOintsTPcooperative with the armatures 65, that the magnets 63 are elecsea-squtrically connected with the rails 2' and 3,113 s ectively, that the contact points 67 are a so connected with said rails 2' and 3, and

that the contacts 68 are also connected with said rails 2 and 3, whereby there are formed 70 a succession of local circuits, one circuit hahw mg means for controlling an adjacent circui n Flg. 3 I have shown the single track equi ment of Fig. 1 and a station equipment of duplicate character, so t at, if I describe one side of the station equipment, this will apply to the other, although the battery 71" is common to both sides. From the battery 71 a wire 72 extends to the switch contact point 73, the switch being designated by 74 and being normally upon the contact 75 from' which the wire 76 leads, said wire 76 being connected with the wire 77 which at one end.

is connected with the wire 78 connected with adjacent terminals" of the two signal lamps. 9:, From the red signal lamp the wire 78 ex" tends to the contact79. From the green signal lamp the wire SO-extends to the contact 81 with which is cooperative the spring contact arm 82, the exact equivalent of the arm 23 hereinbefore described. This spring" contact arm cooperates with the armature 83 of the magnet 84 to which the wire 77 extends, The wire 77 leads to one pole of'the magnet 84, while the wire 85 leads from the other pole thereof and to the contact rail'7". From said contact rail 7 the wire 40 leads as previously described. The wire 72 leads from one pole of the battery 71, while from the other pole thereof the wire 71- extends, .11c said wire 71 being in turn connected the wire 71 electr1cally connected Withtlifl rail 2. I'Vhen, therefore, the recei switch 74 is against the two contacts 73.

7-5 and when the armature 46 is away from -11 a the contact 45 due to the presenceof 'thf locomotive at the point 86, the armature 46 will'drop, thereby breakingthe local circuit involving said armature 46 at a point bes tween the latter and the contactfifijsq that 20 the armature 83 can-drop against them tact 79 to flash the red lam in the manner previously described. Shou d the armature 46 be against the contact 45 and. thelfece1v- I ing switch be in the position pointed out the 1,25 green lamp will be flashed, assummg,- o course, that the locomotive is not at'the point marked 86, the battery next the loco motive when at the point 86 beii adapted" to hold the armature 46 against t e contact 30 45, the. current from the battery 71' at this so that, should the contact rail 7 be elec trically connected through some accident with the rail 2, the full current'fromthe battery 71 will traverse the'coils of the magnet 84 so that the armature 83 is drawn to the poles of saidmagnct overcoming the pressure of the spring arm 82 and carrying said armature 83 against the contact 88 for flashing the red lamp. The signal'bell is denoted by 89 and it-intersects a wire 90 connecting the wires 77 and78, by reason of which, when the red lamp flashes, the bell will also ring.

The signaling switch is shown at 91 and this tl'bijliPl'lltQS wit-h the contact points 92 and ()3. From the contact ,point 93 to the main rail 3 a wire 94 extends. From the contact point92 a wire 95 extends and leads to the wire 71 which is connected with the track rail '2 by means of the wire 71 therefore, the signaling switch 91 be upon the contacts 92 and 93 the magnet 43 can be short circuited so as to show a red signal in the cab of the locomotive occupying the position so in said Fig. 3.

\Vhat I claim is:

1. The combination of railway rails at least one of which is in insulated sections,

contact rails cooperative with said] railway rails, a source of electrical energy connected to each insulated section of said railway rails,

magnets'within and electrically comiected with each insulated section of said railway rails, armaturcs for the magnets, a contact 'point for one of the armatures, electrically connected to one of said contact rails, the other-armature being connected through a resistance with one of the railway rails, and a contuctengageable by the second armature and electrically connected with the first armature of the magnets in the preceding insulated section of railway rails.

2. The combination of railway rails at least one of which is in insulated sect-ions, contact rails cooperative with said railway rails, means for supplying current to the railway rails, magnets within and electrically connected witlieach insulated section of said railway rails. armatures for the magnets, a contact point for one of the armatures, electrically connected with one of said contact rails,- the other armature being connected through a resistance with one of the railway rails, a contact engageable by the second armature and electrically connected with the first armature of the magnets in the preceding insulated section of railway rails. and a vehicle to travel along said railway rails. having current collecting means to engage said connected with one of said contact rails, the

other armature being connected through a resistance with one of the railway rails, a contact engageable by the second armature and electrically connected with the first arma ture of; the magnets in the preceding insulated section of railway rails, and a vehicle to travel along said railway rails, having cur-.

rent collecting means to engage said contact rails and also. having dii'l'ercntcolored lamps electrically connected with said currentcollecting means.

4. The combination of railway rails at least one of which is in insulated sections, contact rails cooperative with said railway rails, a source of electrical energy connected with said railway rails, magnetswithin each insulatedsection of railway rails and electrically connected with said railway rails, armat ures for said magnets, a contact pointfor one of the armatures electrically connected to one of said contact rails, the other armatore being connected through a resistance with one of said railway rails, and a contact engageable by the second armature and electrically connected with the first arn'latu-re of the magnets in the preceding insulated section of railway rails. 4

5. The combination of a magnet, a contact, a lamp connected with said contact, a second contact, a second lamp connected with said second contact, a third cont act connected with the first lamp, an armature for said magnet, an automatically-operable de-' vice normally against saidsecond contactaiid adapted to resist the movementof said armature toward its magnet, and means for energizing the magnet and supplying the lamps with current.

6. The combinationof a magnet, a contact, a lamp connected with said contact. a second contact, a sccondlampconnected with. the second contact, a third contact connected with the first lamp, an armature for said magnet, a spring arm normally against thesccond contact and adapted to engage the armature and to resist the movement of the same toward its magnet. and means for energizing the magnetand supplying the lamps with current.

T. The combination of a magnet. a contact, a lamp connected with said contact. a second contact, a second lamp. connected with the second contact, a third contact consaid magnet, a spring arm normally against with said contact, a second contact,- a second gizingthemagnet and for supplying current to the lamps.

Y third contact connected with the first lamp,

, ture.

, serving to resist the movement of "the armaa secondcontact, a second lamp connected with the second contact, a third contact connected withthe first lamp, an armature for nected with the first lamp, an armature for the second contact and adapted to engage, the armature and to resist the movement of the same toward its magnet, means for energizing the magnet and suppl ing the lam s with current, and a switch or cutting t e lamps in and out.

8.- The combination of a vehicle, a magnet on the vehicle, a contact, a lamp connected lamp connected with the second contact, a third. contact connected with the first lamp, an armature for said magnet, a spring arm normally against the second contact and tore toward its magnet, and means for ener- 9. The combination of a vehicle, a magnet on the vehicle, acontact, a lamp connected with said contact, a second contact, a second lamp connected with theosecond contact, a

an armature-for said magnet, a spring arm normally against the second contact and serving to resist the movemnt of the armature toward its magnet, means for energizing the magnet and for supplying 'cinrent to the, lamps, and a locking magnet provided with an armature cooperative with the first arma- {10, The combination of a vehicle having contact members, a magnet on the vehicle, a contact, a lamp connected with said contact,

said magnet, a spring arm normally against the second contact and adapted to engage the armature to resist the movement of the cooperative with the first mentioned armature, an electrical connection between the controller and a resistance.

same toward its magnet, an electrical con- ;nection between one terminal of the magnet and the'vehi'cle, an electrical connection between theother-terminal of the magnet and one of saidcontact members and involving a battery, a ma 'et ,'-the armature of which is cooperative w1th the first mentioned armature, an electrical connection between the other contact member and said locking mag net, and a battery for the locking magnet.

. 11; The'combination of a vehicle having contact members, a magnet on the vehicle, a

contact, a lamp connected with said contact,

a second contact, ajsecond lamp connected .with the second contact, a third contact connected with the first lamp, an armaturefor said magnet, a spring arm normally against the second contact and adapted to engage the armature to resist the movement of the same toward its magnet, an electrical connection between one terminal ofthe magnet and the vehicle, an electrical connection between the other terminal of the magnet and one of said contact members and involving a battery,-'a magnet, the armature of which is other contact member and said locking magnet, a battery for the locking magnet, railway rails along which the vehicle travels, and

a local circuit associated with the railway rails and involving a'contact rail adapted to be engaged by said contact'members and also involving an automatically operative circuit In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses. a

I JOHN W. DAVIS.

-Witnesses: i G; C. DE GAR-MO -W. W. Pronmc'ron. 

